Integrated support structure for an aircraft engine and its auxiliary components

ABSTRACT

A supporting structure arrangement for fastening an aircraft gas turbine engine to an aircraft, including: a supporting structural element of the aircraft engine and a supporting structure with at least one support and at least one bearing, by means of which the support can be connected or is connected to the aircraft, wherein the support can be connected or is connected rigidly to the supporting structural element of the aircraft engine by means of a connecting device.

This application claims priority to German Patent ApplicationDE102017129060.5 filed Dec. 6, 2017, the entirety of which isincorporated by reference herein.

The invention relates to a supporting structure arrangement forfastening an aircraft gas turbine engine on an aircraft according to thepresent disclosure and to an aircraft.

Aircraft gas turbine engines are often fastened to a fuselage or wing ofan aircraft by means of an engine pylon serving as a supportingstructure. In order to allow for forces acting during the operation ofthe aircraft engine and for the effects of material expansion due tochanges in temperature, known aircraft gas turbine engines are mountedon the engine pylon in a statically determinate manner in such a waythat each bearing point has at least one degree of freedom. U.S. Pat.No. 9,416,734 B2 describes such mounting.

One aim in the development of aircraft and aircraft engines is to reducethe fuel consumption and increase the range of the aircraft. Theaerodynamic drag of the aircraft is a major factor in this. The casingsof the aircraft engines are also a contributory factor. The aerodynamicdrag could be effectively reduced by a casing with a smallercross-sectional area while the power of the engine remains the same.

It is known from U.S. Pat. No. 4,068,470 A to relocate an accessorycomponent of the aircraft gas turbine engine from the nacelle of theengine and arranged it in an engine pylon, in order in this way toreduce the cross section of the nacelle. However, further relocation ofaccessory components into the engine pylon is not readily possible withthe arrangement described.

Modern aircraft gas turbine engines also often have a large number ofaccessory components, such as for instance a control system, a fuel feeddevice, an accessory gearbox and further components. Sometimes it ispossible that there is an unused installation space between theaccessory components.

The object is to provide an improved supporting structure arrangementthat makes it possible in particular to further reduce the aerodynamicdrag.

The object is achieved by a supporting structure arrangement withfeatures as disclosed herein.

Accordingly, a supporting structure arrangement for fastening anaircraft gas turbine engine to an aircraft comprises a supportingstructural element of the aircraft engine and a supporting structure.The supporting structure has at least one support and at least onebearing. By means of the at least one bearing, the at least one supportcan be connected or is connected to the aircraft. It is provided thatthe support can be connected or is connected rigidly to the supportingstructural element of the aircraft engine by means of a connectingdevice (which is in particular at a distance from the bearing).

With the supporting structure arrangement, the aircraft engine ismounted or can be mounted on the aircraft in such a way that it ismounted on the aircraft in a statically determinate manner. The mountedaircraft engine is fixed on the aircraft in all six degrees of freedom(three rotational degrees of freedom and three translational degrees offreedom).

Since the connecting device provides a rigid connection, it can bedesigned in a particularly space-saving manner. As a result, therequired installation space on the aircraft engine can be significantlyreduced. This makes it possible to form a casing of the aircraft enginewith a smaller diameter transversely in relation to a main axis ofrotation of the aircraft engine. As result, a reduced cross-sectionalarea, and consequently a much reduced aerodynamic drag, can be achieved,whereby the range of the aircraft can be increased and/or the fuelconsumption of the aircraft can be reduced.

The at least one bearing may have at least one degree of freedom, inparticular precisely one degree of freedom. In particular by the supportbeing mounted on the aircraft or the support having in each case atleast one degree of freedom per bearing, it is possible to allow forforces acting during the operation of the aircraft engine and for theeffects of material expansion due to changes in temperature. As a resultof the at least one degree of freedom, the bearing allows a movementbetween the components connected to one another by the bearing. As theat least one degree of freedom, the at least one bearing may for examplehave a rotational degree of freedom (for example in the form of a slidebearing rotatable about an axis) and/or a translational degree offreedom.

The supporting structure arrangement makes it possible to avoid criticalvibration modes in frequency ranges at which unbalanced excitationscould otherwise occur, in particular over relatively long time periods.As a result, both the weight of the supporting structure arrangement canbe reduced and safety can be increased.

The rigid connection of the support (or of each of a number of supports)to the supporting structural element of the aircraft engine by theconnecting device has no degree of freedom. The connecting device mayprovide a releasable or an unreleasable connection. For example, theconnecting device is formed as a flange connection or comprises a flangeconnection, in particular with a multiplicity of releasable screws orbolts. Also, the connecting device may be formed as a dovetailconnection or comprise a dovetail connection. Alternatively, theconnecting device may be a material-bonding connection. For example, theconnecting device is a welded connection. By means of the connectingdevice, the support and the supporting structural element can beconnected in one piece.

The supporting structural element of the aircraft engine is designed tosupport the other engine components.

The supporting structure is formed for example as an engine pylon. Theaircraft engine is in particular a jet engine, for example a turbofanengine.

The supporting structural element of the aircraft engine is for examplepart of a casing (or the casing) or part of a core engine case (or thecore engine case) of the aircraft engine.

In one configuration, two or more bearings are provided, by means ofwhich respectively the support can be connected or is connected to theaircraft. Each of these bearings optionally has at least one degree offreedom, in particular in each case precisely one degree of freedom. Inthe state in which it is connected to the aircraft by means of thebearings, the supporting structural element has no degree of freedomwith respect to the aircraft. In this way it is possible to have asecure fastening of the aircraft engine to the aircraft that allowsexpansions and contractions caused by changes in temperature and alsoelastic deformations caused by forces occurring during operation of thecomponents of the aircraft engine, of the supporting structure and ofthe aircraft. For example, one or more bearings is/are designed as abolt connection, which in each case allows a rotation about an axis. Thetwo or more bearings are spaced apart from one another, in particular ina direction parallel to the main axis of rotation of the aircraftengine. Preferably, at least three (in particular three, four or six)bearings are provided, arranged in particular spaced apart from oneanother in (at least) two directions.

The at least one support may have at least two bearings for connectingthe support to the aircraft, the distance of which from one anotheralong a direct connecting line is greater than the minimum diameter ofthe supporting structure between the aircraft engine and the aircraft ina direction parallel to the direct connecting line between the at leasttwo bearings. The great distances allow the forces that are to betransferred to be reduced. As a result, a particularly stable attachmentto the aircraft is made possible. Each of these two bearings may have atleast one degree of freedom, in particular precisely one degree offreedom.

The supporting structure may comprise two or more spaced-apart supports.In particular, two or more supports may be spaced apart from one anotheraxially with respect to the main axis of rotation of the aircraftengine. This makes a particularly stable supporting structure possible,in particular when there are great distances between the supports.

In one development it is provided that, in a state of the supports inwhich they are connected to the aircraft engine, the bearing or bearingsof one support of the at least two supports is/are (respectively) at adistance from the bearing or bearings of another of the at least twosupports that is greater than a length of a core engine and/or a casingof the aircraft engine (in the direction of the main axis of rotation ofthe aircraft engine) and/or than the overall length of the aircraftengine in the direction of the main axis of rotation of the aircraftengine. The rigid connections allow this arrangement to have incomparison a particularly great stability.

Optionally, at least one accessory component of the aircraft engine isarranged between the at least two in particular axially spaced-apartsupports of the supporting structure. The accessory component can beaccommodated in this intermediate space between the supports in aparticularly space-saving manner. No space has to be provided within thecasing of the aircraft engine, and so the casing can be designed to beparticularly slender.

At least one accessory component may comprise a gear box, an arrangementof lines, a supply device and/or a control computer. Optionally,substantially all of the accessory components of the aircraft engine arearranged in the intermediate space between the supports.

In one development, an installation frame is provided, arranged betweenthe at least two (in particular axially) spaced-apart supports of thesupporting structure. Optionally, an installation frame such as thatdescribed in U.S. Pat. No. 9,416,734 B2 may be provided here, referencebeing made here in particular to the mounting of the installation frame.The at least one accessory component is mounted or can be mounted on theinstallation frame. Such an installation frame may in particular supporta number of accessory components. These can consequently be installedand removed together and also be functionally inspected together, forexample on a test facility, such as for instance a vibrating table.Inspection and maintenance of the accessory components can in this waybe made considerably easier.

Optionally, at least one shock absorber and/or vibration isolator isprovided, by means of which the installation frame is mounted or can bemounted on the aircraft engine, on the fastening device and/or on theaircraft. This allows damping from vibrations and shocks to be providedfor all of the accessory components together that are mounted on theinstallation frame. This makes a much simpler construction possible incomparison with separate damping in each case of individual accessorycomponents.

In one configuration, the bearing or each of a number of bearingscomprises an elastic element (or generally a shock absorber). In thestate in which it is connected to the aircraft, the elastic element (orthe shock absorber) is arranged in the load path. A force acting on theaircraft engine consequently flows through the elastic element (theshock absorber) into the aircraft. In this way, a decoupling ofvibrations and compensation for deformations can be provided. Theelastic element (the shock absorber) can provide the at least one degreeof freedom of the bearing. The elastic element comprises for example arubber and/or a metal gauze or consists thereof.

According to one aspect, an arrangement which comprises a supportingstructure arrangement of any design described herein and the aircraftengine is provided.

According to one aspect, an aircraft is provided. The aircraft comprisesa fuselage and at least one aircraft gas turbine engine. In this case, asupporting structure arrangement of any design described herein isprovided, the aircraft engine being fastened by means of the supportingstructure of the supporting structure arrangement to the fuselage of theaircraft, to be precise in particular in the region of a tail of theaircraft. Such an aircraft can have a particularly low aerodynamic drag.This allows the range of the aircraft to be increased and/or the fuelconsumption of the aircraft to be reduced.

Each of the bearings of the one or more supports may comprise afastening point, which is fixedly connected to the fuselage of theaircraft and which is arranged in a pocket or clearance set back from anouter shell of the fuselage of the aircraft. This makes a furtherreduction of the aerodynamic drag of the aircraft possible. Moreover,the space of the pocket, in particular between a number of supports, canbe used as an additional installation space for accessory components ofthe aircraft engine. This allows the distance between the aircraftengine and the aircraft to be reduced, which also makes possible afurther reduction of the aerodynamic drag.

According to one aspect, a method for producing a supporting structurearrangement according to any configuration described herein is provided.The supporting structure in this case comprises at least twospaced-apart supports. By means of an optimization of the topology (inparticular in an iterative process), at least one out of a distance ofthe supports from one another (for example a minimum distance and/or adistance between fastening points on the aircraft), a height, thicknessand/or width of each of the supports and a relative materialdistribution of the supports is determined (for example the frontsupport comprises at least twice as much material as the rear support).The supporting structure arrangement is produced correspondingly and canbe assembled on an aircraft.

The invention is explained in connection with the exemplary embodimentsrepresented in the figures, in which

FIG. 1 shows a schematic perspective representation of an aircraft withaircraft engines arranged in the region of a tail of the aircraft;

FIG. 2 shows a schematic cross-sectional representation of part of theaircraft according to FIG. 1 with one of the aircraft engines and withone embodiment of a supporting structure arrangement;

FIG. 3 shows a schematic plan view of the part of the aircraft shown inFIG. 2 with the aircraft engine and the supporting structurearrangement;

FIG. 4 shows a schematic cross-sectional representation of part of theaircraft according to FIG. 1 with one of the aircraft engines and withone embodiment of a supporting structure arrangement; and

FIG. 5 shows a schematic plan view of the part of the aircraft shown inFIG. 4 with the aircraft engine and the supporting structurearrangement.

FIG. 1 shows an aircraft 3 with a number of gas turbine engines, bymeans of which the aircraft 3 can be driven. In the present case, theaircraft 3 comprises two engines 1, which are in each case fastened tothe aircraft 3 by means of a supporting structure 2 in the form of anengine pylon, and an optional auxiliary engine 32, which is arrangedcentrally on the tail of the aircraft 3.

The two aircraft engines 1 that are fastened to the aircraft 3 in eachcase by means of a supporting structure 2 are mounted on opposite sidesof the aircraft 3 on a fuselage 30 of the aircraft 3, in the presentcase in the region of the tail of the aircraft 3. Alternatively or inaddition, aircraft engines 1 may also be mounted by means of thesupporting structure 2 on wings 31 of the aircraft.

FIGS. 2 and 3 show various views of one of the aircraft engines 1 withits supporting structure 2 mounted on the fuselage 30 of the aircraft 3.

The aircraft engine 1 comprises a core engine 10, in which a combustionof fuel takes place. The core engine 10 comprises a core engine case100. The core engine 10 is at least partially enclosed by an outercasing 11. In the present case, the casing 11 is formed as a supportingstructural element, that is to say it can support the other componentsof the aircraft engine 1. The aircraft engine 1 is formed in the presentcase as a jet engine (for example as a turbofan engine) and comprises inparticular a compressor and a turbine, which are rotatable about a mainaxis of rotation R.

Together with the casing 11, the supporting structure 2 forms asupporting structure arrangement for fastening the aircraft engine 1 tothe aircraft 3.

The supporting structure 2 comprises two supports 20. In the side view(see FIG. 2 in particular), each of the supports 20 in the example shownhas an H shape or double-T shape, although of course other shapes arealso possible.

Each of the supports 20 comprises a first connecting portion, which liesflat against a connecting portion of the casing 11 of the aircraftengine 1. Each of the supports 20 comprises a number of fastening points200 in the region of the first connecting portion. The fastening points200 are for example holes for screws or bolts. Corresponding fasteningpoints are formed on the connecting portions of the casing 11. Thesupporting structure 2 also comprises a number of screws or bolts bymeans of which the number of fastening points 200 of the supports 20 arefixedly connected to those of the casing 11. In this way, (at least) oneconnecting device 23 that rigidly connects the support 20 to the casing11 is respectively provided per support 20.

Under the intended operating conditions of the aircraft engine 1 and thesupporting structure 2, no relative movement is possible between thesupport 20 and the casing 11. The use of screws or bolts (or otherreleasable connecting means) makes the connecting device 23 releasable.The aircraft engine 1 can consequently be removed and/or mounted withoutthe supporting device 2 on the aircraft 3 having to be mounted and/orremoved from it. Alternatively, the connecting device 23 comprises anunreleasable connection, for example a welded connection.

The front support 20 is for example fixedly connected to a fan housingof the casing 11, the fan housing receiving a fan of the aircraft engine1. The rear support 20 is optionally fixedly connected to a part of thecasing 11 in the region of a turbine and/or a nozzle. In oneconfiguration, the front support 20 is formed more massively than therear support 20. For example, the front support 20 is at least partlyformed as larger or thicker than the rear support 20.

In a method for producing the supporting structure arrangement, a methodof topological optimization may be used in order to determine thematerial distribution between the supports 20 of the supportingstructure arrangement (for example with the result that the frontsupport 20 comprises more material than the rear support 20). Forexample, in this case a pylon height H is determined, as evident fromthe arrow in FIG. 2. Then the supporting structure arrangement isassembled, as shown in FIG. 2.

Each of the supports 20 comprises on a side opposite from the firstconnecting portion a second connecting portion. By means of the secondconnecting portion, each of the supports 20 can be connected to theaircraft 3. For this purpose, the supporting structure comprises anumber of bearings 21, in the present case respectively two bearings 21per support 20.

Both connecting portions (the vertical bars of the H shape) of each ofthe supports 20 extend along the circumference of the aircraft engine 1or the fuselage 30 of the aircraft 3. The second connecting portion islonger than the first connecting portion along the respectivecircumferential direction. This is made possible in particular by therigid connection to the first connecting portion.

Each of the bearings 21 has at least one degree of freedom, andtherefore does not in itself provide a rigid connection.

The supports 20 are arranged spaced apart from one another, in thepresent case in a direction parallel to the main axis of rotation R ofthe aircraft engine 1 (or parallel to the cylinder axis of the at leastpartly cylindrical casing 11). As shown in FIG. 3, the supports 20 havean arcuate portion, in the present case a portion curved in an S-shapedmanner. As a result, the first and second connecting portions of each ofthe supports 20 are arranged offset in relation to one another. Thebearings 21 of the one support 20 are at a distance A1 from the bearings21 of the other support 20. This distance A1 is greater than thedistance of the first connecting regions of the two supports 20 from oneanother. The distance A1 is greater than the length L of the aircraftengine 1, in particular greater than the length of the core engine 10and the casing 11. The distance A1 of the bearings 21 of the one support20 from those of the other support 20 is consequently increased axiallywith respect to the aircraft engine 1. This increased distance A1 allowsthe forces during the operation of the aircraft engine 1 to beintroduced particularly well into the fuselage 30 of the aircraft 3. Asa result, while at the same time increasing installation space B betweenthe supports 20 (as will be explained in more detail further below), theforces acting can be reduced.

Optionally, only one of the two supports 20, in particular the rearsupport 20 when viewed in the direction of flight, has an arcuateportion. The other of the two supports 20 may be formed as substantiallystraight in a view perpendicular to the main direction of rotation R.

In the case of each of the supports 20, the bearings 21 of the support20 are spaced apart from one another, in the present case in a directionperpendicular to the main axis of rotation R of the aircraft engine 1(or perpendicular to the cylinder axis of the at least partlycylindrical casing 11). The bearings 21 of each of the supports 20 areat a distance A2 from one another. The distance A2 between the bearings21 is greater than the minimum diameter of the supporting structure 2between the aircraft engine 1 and the aircraft 3 in a direction parallelto the direct connecting line between the at least two bearings 21. Thisminimum diameter of the supporting structure 2 corresponds to the pylonheight H. This makes a particularly stable mounting of the aircraftengine 1 possible.

An installation space B is defined or provided between the supports 20.The distance of the supports 20 from one another, the distance A1 of thebearings 21 of the one support 20 from the bearings 21 of the othersupport 20 and the distance A2 of the bearings 21 of the respectivesupport 20 from one another makes the installation space B particularlylarge. Moreover, the forces acting can be reduced.

Accessory components of the aircraft engine 1 can be arranged in theinstallation space B, as will be further explained in detail inconjunction with FIGS. 4 and 5. These consequently do not have to beaccommodated within the casing 11, as a result of which the casing 11can have a particularly small cross section. This allows the aerodynamicdrag of the aircraft engine 1 to be significantly reduced.

Moreover, the installation space B between the aircraft 3 and theaircraft engine 1 is particularly easily accessible, for example forinstallation or maintenance work.

By arranging the accessory components in the installation space B, andconsequently closer to the fuselage 30 of the aircraft 3, the supports20 can be formed in a particularly material-saving manner, which canlead to a weight saving.

Each of the bearings 21 comprises a bearing point 201 formed on thesupport 20, a fastening point 330 formed on the aircraft 3 and anelastic element 210 (or generally a damping element). The elasticelement 210 is arranged in the load path or flux of force between thebearing point 201 of the support 20 and the fastening point 330 of theaircraft 3. Thus, the elastic element 210 can damp vibrations. Theelastic element 210 can provide the at least one degree of freedom ofthe bearing. Alternatively or in addition, the bearing 21 comprises forexample a pivoting connection. In this way, thermal expansion orcontraction of the support 21 or other components can be allowed,without stresses occurring in the bearings 21.

As illustrated on the basis of FIGS. 2 and 3, the fastening points 330on the aircraft 3 are not arranged outside, on an outer shell 300 of thefuselage 30 of the aircraft 3, but within a clearance or pocket 301formed in the shell 300. The fastening points 300 are consequently setback from the outer shell 300 (into the interior of the fuselage 30). Asa result, the second connecting portions of the supports 20 are arrangedwithin the shell 300 (within a continuously convex form of the shell300). This makes it possible to increase the installation space B and/orsignificantly reduce the aerodynamic drag, or at least not increase it,in comparison with an arrangement outside the shell 300.

The fastening points 330 of the aircraft 3 are fixed or integrallyformed on a supporting structure 33 of the aircraft 3, for example inthe form of a supporting frame of the aircraft 3.

A further increased installation space B can also be provided by thepocket 301. The installation space B consequently extends into theinterior of the fuselage 30. A casing of the supporting structurearrangement can enclose the installation space B.

FIGS. 4 and 5 show a design of a supporting structure arrangement forfastening the aircraft engine 1 to the aircraft 3, the core engine case100 of the aircraft engine 1 serving as a supporting structural element.The supports 20′ of the supporting structure 2 consequently extend intothe casing 11 of the aircraft engine 1. The respective first connectingportion of the supports 20 lies flat against a corresponding connectingportion of the core engine case 100. In a way corresponding to thedesign according to FIGS. 2 and 3, a connecting device 23, whichprovides a rigid connection of the support 20′ to the supportingstructural element, here the core engine case 100, is respectivelyprovided.

As illustrated in particular on the basis of FIG. 5, the supportingstructure arrangement also comprises an installation frame 22. Theinstallation frame 22 may be formed as a so-called space frame. Theinstallation frame 22 supports a number of accessory components 12A-12Cof the aircraft engine 1. One accessory component 12A comprises acontrol computer of the aircraft engine 1. The control computer isconnected by cables to at least one actuator element and/or at least onesensor of the aircraft engine 1 within the casing 11. One accessorycomponent 12B comprises a gear box of the aircraft engine 1. The gearbox is for example an auxiliary gear box, which can be driven by ashaft, which is operatively connected to an engine shaft that isrotatable about the main axis of rotation R. One accessory component 12Ccomprises a supply device. The supply device provides for exampleelectrical power and/or a fluid to the aircraft engine 1, in particularfuel and/or lubricant. The fuel feed may take place by means of a feedline, which extends from the installation space B (for example at leastpartly in a straight line) into a region of the core engine 10 facingthe installation space B, which allows particularly short and simplerouting of the line.

Each of the accessory components 12A-12C is mounted at bearing points220 of the installation frame 22.

The installation frame 22 is mounted on the supports 20′ at bearingpoints 202 of the supports 20′. For damping vibrations, the installationframe 22 is attached to the bearing points 220 of the supports 20′ bymeans of shock absorbers 221 (for example in the form of elasticelements). Consequently, a number of accessory components 12A-12C can beprotected together against vibrations, which makes a simplifiedconstruction possible. Alternatively or in addition, the installationframe 22 could also be mounted on the aircraft 3 and/or on the aircraftengine 1.

The use of the installation frame 22 makes it possible that a number ofaccessory components 12A-12C can be installed and removed together. Thisallows the maintenance of the aircraft engine 1 to be made significantlyeasier. The connection of the accessory components 12A-12C to theaircraft engine 1, in particular to the core engine 10, can be providedby means of standardized interfaces for fuel, air, oil and signals. Theinstallation frame 22 makes use of such standardized interfacespossible.

Furthermore, the loaded installation frame 22 can be tested as a whole,i.e. it is not necessary for each accessory component to be testedindividually, which can reduce quality compliance and approval costs.

The fact that the accessory components 12A-12C are not arranged directlyon the core engine 10, but in the installation space B, makes it easierto shield them from high temperatures during the operation of theaircraft engine 1. Optionally, the installation frame 22 as a whole isprovided with thermal insulation, which can in an easy way protect anumber of accessory components, 12A-12C together from thermal loads.

Consequently, with the supporting of the aircraft engine 1 and theaccessory components 12A-12C, a number of functionalities can beintegrated in the supporting structure 2.

Otherwise, the design of the supporting structure arrangement accordingto FIGS. 4 and 5 coincides with that according to FIGS. 2 and 3, and soreference is made to the statements made in respect thereto. Conversely,the design according to FIGS. 2 and 3 may comprise an installation frame22 according to FIGS. 4 and 5.

The aircraft 3 may be in particular a supersonic aircraft. Aircraftengines 1 of supersonic aircraft are often particularly long, so in thiscase a particularly large installation space B is produced by thesupporting structure arrangements described above.

LIST OF DESIGNATIONS

-   1 Aircraft gas turbine engine-   10 Core engine-   100 Core engine case-   11 Casing-   12A-12C Accessory component-   2 Supporting structure-   20, 20′ Support-   200 Fastening point-   201 Bearing point-   202 Bearing point-   21 Bearing-   210 Elastic element-   22 Installation frame-   220 Bearing point-   221 Shock absorber-   23 Connecting device-   3 Aircraft-   30 Fuselage-   300 Shell-   301 Pocket-   31 Wing-   32 Auxiliary engine-   33 Supporting structure-   330 Fastening point-   A1, A2 Distance-   B Installation space-   H Pylon height-   L Length-   R Main axis of rotation

The invention claimed is:
 1. An aircraft comprising: a fuselage with anouter shell and a pocket set inwardly from the outer shell of thefuselage of the aircraft; an aircraft engine; a supporting structurearrangement for fastening the aircraft engine to the aircraft,comprising: a core engine of the aircraft engine, the core engineincluding a supporting structural element, a supporting structureconfigured to be a primary bad support of the aircraft engine withrespect to the aircraft, the supporting structure including an engineside connected to the supporting structural element and an aircraft sideconnected to the aircraft, the supporting structure including at leastone support and at least one bearing, at least one connecting device atthe engine side rigidly connecting the support to the supportingstructural element of the core engine, the connecting device including asurface that at least partially surrounds the core engine and lies flatagainst the supporting structural element of the core engine; whereinthe at least one support includes two spaced-apart supports; wherein,with the two spaced-apart supports connected to the aircraft engine, theat least one bearing of one of the two spaced-apart supports ispositioned at a distance from the at least one bearing of another of thetwo spaced-apart supports, the distance being greater than a length ofat least one chosen from the core engine and a casing of the aircraftengine: the aircraft engine being fastened by the supporting structureof the supporting structure arrangement to the fuselage of the aircraft:wherein the at least one bearing comprises at least one fastening point,which is fixedly connected to the fuselage of the aircraft and which isarranged in the pocket set inwardly from the outer shell of the fuselageof the aircraft; wherein at least one accessory component of theaircraft engine is arrange in an installation space between the twosupports, entirely outside the casing of the aircraft engine and atleast partially within the pocket set inwardly from the outer shell ofthe fuselage of the aircraft.
 2. The aircraft according to claim 1,wherein the at least one bearing includes two bearings, each of the twobearings having at least one degree of freedom.
 3. The aircraftaccording to claim 1, wherein the at least one bearing includes twobearings for connecting the support to the aircraft, a distance of whichfrom one another is greater than a minimum diameter of the supportingstructure between the aircraft engine and the aircraft in a directionparallel to a direct connecting line between the two bearings.
 4. Theaircraft according to claim 1, wherein the two supports are spaced apartin an axial direction of the aircraft and the at least one accessorycomponent of the aircraft engine is arranged between the twospaced-apart supports.
 5. The aircraft according to claim 4, wherein theat least one accessory component comprises at least one chosen from agearbox, an arrangement of lines, a supply device and a controlcomputer.
 6. The aircraft according to claim 4, and further comprisingan installation frame, which is arranged between the two spaced-apartsupports and to which the at least one accessory component is fastened.7. The aircraft according to claim 6, and further comprising at leastone shock absorber mounting the installation frame on at least onechosen from the aircraft engine, the supporting structure and theaircraft.
 8. The aircraft according to claim 1, wherein the at least onebearing comprises at least one chosen from a shock absorber and anelastic element arranged in a load path of the supporting structurebetween the aircraft engine and the aircraft.
 9. The aircraft accordingto claim 1, wherein the at least one accessory component comprises atleast one chosen from a gearbox, an arrangement of lines, a supplydevice and a control computer.
 10. A supporting structure arrangementfor fastening an aircraft engine to an aircraft having a fuselage withan outer shell, comprising: a core engine of the aircraft engine, thecore engine including a supporting structural element, a supportingstructure configured to be a primary load support of the aircraft enginewith respect to the aircraft, the supporting structure including anengine side connected to the supporting structural element and anaircraft side connected to the aircraft, the supporting structureincluding at least one support and at least one bearing, at least oneconnecting device at the engine side rigidly connecting the support tothe supporting structural element of the core engine, the connectingdevice including a surface that at least partially surrounds the coreengine and lies flat against the supporting structural element of thecore engine; wherein the at least one support includes two supportsspaced apart from one another in an axial direction of the aircraft anddefining an installation space therebetween positioned entirely outsidean external casing of the engine and at least partially within a pocketset inwardly from the outer shell of the fuselage of the aircraft; andat least one accessory component of the aircraft engine being arrangedin the installation space between the two supports, entirely outside theexternal casing of the engine and at least partially within the pocketset inwardly from the outer shell of the fuselage of the aircraft. 11.The supporting structure arrangement according to claim 10, wherein theat least one accessory component comprises at least one chosen from agearbox, an arrangement of lines, a supply device and a controlcomputer.